Train-order signal.



No. 657,592. Patented Sept. ll, I900.

H. DE WALLACE.

TRAIN ORDER SIGNAL.

(Application filed Jan 29, 1900.) (No Model.)

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- Pate'nted Sept; ll, l900. H. DE WALLACE; TRAIN onoan SIGNAL. A ne-aimsum-m1. 29, 1000.

8 Sheets-Shut 4'.

(No Mqdel.)

No. 657,592. Patented se t. 1900.

H. DE WALLACE. TRAIN ORDER SIGNAL.

A xic'mon filed Jan. 29, 1900. (No Model.) 8 Sheets8heet 5.

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H. ma WALLACE. TRAIN ORDER SIGNAL (Application filed Ian. 99, 1900.)

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No. 657,592. Patentd Sept. ll, I900.

H. DE WALLACE.

TRAIN ORDER SIGNAL.

(Application filed Jan. 29, 1900.)

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No. 657,592. Patentedjsebt. ||,|9oo.,

H. DE WALLACE. TRAIN onpizn SIGNAL.

(Applicaqion. filed Jim. 29, 1900.)

(No Iodql.)

8 Sheets-Sheet 8 INVENT HARRY, DE WALLACE. I

HIS-ATTORNEVS.

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ATENT *FFICE.

HARRY WALLACE, OF. WATERTOWN, NEW YORK.

TRAIN-ORDER SIGNAL.

SPECIFICATION-forming.part of Letters Patent No. 657,592, datedSeptember 11, 1on0.

- Application filed January 29, 1900. Serial No- 3,093. (No model.)

To all whom it may concern:

Be it known that I, HARRY DE WALLACE, of the city of Watertown, in thecounty of Jefferson, State of New York, (formerly of St. Paul,Minnesota,)have invented certain new and useful Improvements inTrain-Order Sig: nals, of which the following is a specification.

This invention relates to automatic means foreinployment upon trains,and particularly u-pon locomotives for signaling orreminding theengineer of his approach to another train, or to a station, or toarailroad-crossing, where his orders require himto stop or to slacken thespeed of the train, or, in general, to execute any other order whichmayhave been given to him.

The invention further relates to devices which not only automaticallysound a signal, but also stop the train by applying the airbrakes incase the engineer neglects or fails to regard the signal. The inventionrelates particularly to improvements in the devices shown and describedin Letters Patent issued to me January3, 1899, No. 617,232; April 18,1899, No. 623,503, and January 30, 1900, No. 642,303.

The object 'of my present invention is to simplify, improve, and lessenthe cost of trainorder signals such'as are shown and described in myaforesaid patents.

'In the accompanying drawings, forming part of my invention, Figure 1 isa front or face view of a train-order signal embodying my invention.Fig. 2 is a vertical section on a plane parallel with the face of themachine. Fig. 3 is a section on line 3 3 of Fig. 2. Fig. 4 is a sectionon line 4 4 of Fig. 2. Fig. 5 is a detail looking in the direction ofthe arrow placed at the left of Fig. 4. Fig. 6 is a section on line 6 6of Fig, 2 looking in the direction of the arrow marked 6 on said figure.Fig. 7 is a section on line '7 7 of Fig. 2. Fig. 8 is a detail showingthe connection of the train supply-pipe, the valve that is controlled bythe signal mechanism, and the pop-valve controlling the eirhau'st of airfrom the device. Fig. 9 is an end view of the pop-valve looking in thedirection of the arrow in Fig. 8. Fig. 10 is a plan view, andFig. 1 1 isa side elevation, of one of the triggers' Fig. 12 is a partial sectionand partial side elevation of the movable hand. Fig. 13 is a plan viewof the sliding catch and releasing device carried by the movable hand.Fig. 14 is a side elevation of a locomotive, showing my train-or- 1 dersignal applied thereto. Fig. 15 is a transverse section through the cabof the locomo tive, showingarrangement of the train-order signal in thecab. Fig. 16 is adetail showing one means for connecting the train-ordersignal to the trucks of the locomotive.

In all of the drawings, 2 represents the base of the machine, whichconsists, preferably, of a circular metal casting adapted to support thevarious parts of the machine. Upon the base 2 I arrange. a circularcasing 3, preferably formed of sheet metal, and the case is completed bya front plate 4, which is also preferably of circular form. While I haveshown and described the machine as of circular form, it will beunderstood that I do not limit myself to any particular form of themachine.

Secured upon the front plate f the casing is the large dial 5, andarranged upon the dial is the ring or hollow standard 6. The small dial7 and the central front plate 8 are arranged upon the ring 6, and Iprefer to secure all of said parts to the plate 4 of the casing by meansof the bolts 9, which pass through the plate 8, the dial 7, ring 6, thedial 5, and the front plate 4 and are provided at their inner ends withsuitable nuts 10. Any other suitable means may, however, be used, ifpreferred, for properly securing these parts to the casing of themachine. It will be noted that the front plate 4, the dial 5, the dial7, and the plate 8 all have central openings which are coincident withthe central opening in the ring 6.

Mounted upon or secured to the base 2 is the two-part standard 11,forming bearings for the main driving-shaft 13, as hereinafterdescribed. The upper or outer portions of the standards 11 are unitedand form the hollow cylindrical hearing or post 12, which extends beyondthe front of the casing and partially through the ring or hollowstandard 6. A tubularv shaft 14 is mounted upon the cylindrical standardor hearing 12 and is provided with the flange 15 and the worm-wheel 16.The outer end of the tubular shaft 14 projects beyond the dial 7 andfront plate 8, and the movable hand or pointer 17 is probular shaft 14is mounted upon the cylindrical.

standard or bearing 12 and that it is "adapt-- ed to rotate in the spacebetween said bearing and the inner surface ofthe ring 6.

Passing centrally through the cylindrical standard 12 is a slidingplunger 19, provided at its inner endwith a disk 20, which is 36- curedto said plunger by a screw or-other? suitable device and which formsashoulder or ledge around the end of said sliding plunger. A spring 21surrounds the inner portion of the sliding plunger 19 within thecylindrical standard 12, the outer end ofsaid spring bearing against asuitable shoulder formed in said standard. The 'plnnger19is alsoprovided with the shoulders 22 and '23,

. the part of the plunger between said shoulders fitting the bore of thestandard 12, which serves as a guide for said plunger. I also provide acollar'24 upon the plunger 19outside of the shoulder 23, and said collaris held in position by'a sleeve 25, which bears on the top of the collarand the outer end of which is engaged by-a disk'26, held in positionupon the end of the plunger 19 by means of a nut 27. ranged outside ofthe collar 24, with its edge resting upon the ring of the hand 17. A

' spring surrounds the sleeve25, one end bearing'upon the disk 26 andthe other upon the top of the dome 29, and thereby said dome is heldclosely against the surface of the ring of the hand 17, making aclose'joint therewith and excluding dust from the interior of themachine. The spring 21 is considerably stronger than the spring 30 andtends to move theplunger 19 inward. Ipro- Adorne-shaped plate,f29 isarvide mean'sfor locking th is plunger in its outer position and holdingit there, except when it is released for the purpose of operating-thesignal, as hereinafter'set forth. The

. hand 17 is'p'rov'idedwithjthe sliding 'latchor bolt"31. (See Figs. 12and 13.) This bolt slides in bearings 32 upon said hand and is providedat itsouter end with a knob or but- 1 ton 33. A spring 35 surrounds saidbolt, en-

gaging a pin thereon at one end and a shoulder on the hand at theother,and this spring'te-nds to hold the bolt 31 inward or toward thecen-' ter of the machine, whereby the inner endof the bolt engages thecollar 24, (see Fig. 3,)

and thereby holds the plunger 19 outward] Ialso against the tension ofthe spring 21. provide inJcon'nection with one of the dials 'of themachine a series of triggers or latches similar in principle to thoseemployed in the machines of my 'afo'resaid'patents, but arranged .in asomewhat-diiferent manner.

series of shoes '34-are pivoted upon the back or rear side of thesmall-dial 7 Any suitable number of these shoes may be employed.

Each of these shoes is secured to the rear side of the dial 7 by anysuitable means. I have -agai-nst the swiveled shoe.

and projects through this slot.

here shown a pivot 35' employed as the in cans forsecuring-each of saidshoes to said dial.

Each of said shoes is also provided with end portlons 3b and 37, turnedat right angles to the main part of the shoe and each provided with anopeningform-in-ga bearing for a sliding trigger 38. The opeu ingin thepart 37 of the shoe is preferably in the form of a slot,

seas to permit the end of the trigger that is nearest the edge of thedial 7 to be moved out ward, so as to cause the lug 39 on said triggerto'engage thenotc hed edge of the dial.

The part of the trigger that passes through the slot in the swiveledshoe is preferably made'with fiat sides and is thus kept flOlllturningor wabbli'n g. A spring 40 surrounds said trigger, and oneend ofsaid spring bears against a pin on the trigger and the other end The endof the trigger is formed with a loop 41, which permits the insertion ofthe end of the finger of the operator and which enables him to draw outthe trigger against the tension of its spring andto engage. the lug 390msaid trigger with the notched edge of the dial. F structin g thetriggers to blank them out of small rods or strips of m etal, so thatthe ends of the rods that are to form "the loops will be square orrectangular in cross-section. 1 The loops are then formed, and the inneredge of the loop will present a square corner or edge at each side ofthe loop, which will cling to the fingerand thumb of the operator whenit is gripped, so that the trigger may be readily lifted and drawn outor swung'around for setting. Thefull loop of the trigger, even whendischargedand at rest, preferably extends beyond the notched edge of thesmaller dial, thus facilitating the operation of the trigger.

' When a'trigge'r is to be set,'it is drawn out by the engineeroroperator, and the lug 39 thereon is engaged with one of the notches onthe edge of the smaller dial. I The mount- 'ing of the triggers -uponthe swivel'ed shoes permits any trigger to be engaged with any one ofseveral notches. .I also provide means 19, and at the same time thetrigger will be released anddisenga'ged from the dial. 'For this purposethe hand 17 is 7 provided with a lon-gi'tudinalslot .42, and a doublelug 42 is I prefer in consecured :upon' the under side of thebolt 31 f(See Fig. 12.) The lug 42' is provided with thedouble-inclined's'u-rface 43 and also with the double-in- 'cl'ined orcurved surface 44. "(See Fig. 13.) The lug 39 on 'thetrigger is alsoprovided with the double-inclined surfaces 45 and 46. (See Fig. '10.) Asthe hand travels around the dial when it passes over a trigger that isin engagement with the dial the lug "39 on the trigger is engaged by thelug 42, carried by the hand, and the movement of the hand over thetrigger causes the bolt'3lto be drawn out tion.

of engagement with the collar 24 on the plun-. er 19. 3f engagement withthe collar 24 the spring 21 forces the plunger 19 inward, causing theair-valve to be opened, as hereinafter described. It will be noted thatthe collar 24 is provided with a beveled edge at the outer portion ofthe shoulder that is engaged by the sliding bar 31, so that as theplunger 19 is forced inward the latch or bolt 31 is forced still fartheroutward than the plane of the trigger-point carries it, and thismovement of the latch or bolt causes the inner part of the lug 42 tostrike the point of the trigger hooked in the notch of the dial andforce the same out of the notch. The upper surface of the point of thetrigger is preferably rounded or beveled slightly, so as to permit thelug on the latch or bolt to engage said trigger and force it out of thenotch in the dial. As soon as the trigger is thus freed from thedialnotch it moves inward away from the edge of the dial, where itremains at rest until again used for setting. It will be noted that thelatch or bolt 31 is thus given two distinct movements. The firstmovement is caused by the engagement of the'double-inclined innersurface of the outer part of the lug 42' with the point of the trigger.This movement releases the plunger 19 and permits the spring 21 to forcesaid plunger inward. The engagement of the beveled edge of the collar 24on the plunger as the plunger moves inward forces the latch or bolt 31farther outward and causes said bolt to release the trigger from thenotched edge of the dial. When the plunger is pulled outward by theengineer or attendant, which is done by grasping the disk or button 26,the bolt 31 is forced inward by the spring 35 and engaging with thecollar 24 looks the plunger in its outer posi- If the engineer desiresat any time to sound the alarm or to cause the operation of thebrake-setting parts without the settingof the triggers, he can grasp thebutton 33 on the bolt 31 and pull out said button, and thereby move saidbolt, so as to cause it to disengage the collar 24 on the" plunger 19.The plunger will then be forced inward by its spring and will cause theoperation of the signal and brake setting parts. It will be noted thatthe body of the hand 17 extends across the front of the small dialinstead of passing between the two dials, asin my former patents. andthat the point of the hand is bent down until it almost touches thelarger dial 5 and that the extreme point of the hand in its travel around the circle points to the grad uations that are stamped in the outeredge of the large dial. The small dial 7, as here shown, is graduatedand marked for the first hundred miles wit-l1 mile graduations only. Thelarge dial is graduated for fifths of miles and is numbered from 100 to200.

The main driving rod or shaft 13, which is provided outside of thecasing with a universal joint 45 and sleeve 46, is mounted at As soon asthe bolt 31 is drawn out.

its outer end in a suitable bearing 47 and at its innerend in thestandards 11. The bearing 47 is formed upon or secured to the back plate2 and preferably extends the full depth of the case and forms one of thesupports of the face or front plate 4 ,ofthe case. As shown in Fig. 4,one member of the universal joint 45 is a sleeve secured upon the shaft13, close to the bearing 47. A collar 48 is also arranged upon the shaft13, inside of the bearing 47. By this means the shaft 13 is preventedfrom having any lengthwise movement. A sleeve 49 is arranged on theshaft 13 and is slidable thereon and is caused to rotate with said shaftby means of a feather or' spline 50. ing miter-gears 51 52. The shaft 13extends beyond the sleeve 49 and passes through both of the bearings 11,which bearings, in fact, constitute legs or footings of the centerstandard or bearing 12. The miter-gears 51 and 52 are secured to thesleeve 49, and they drive the miter-gear 53, which is secured to theWormshaft 54, mounted in bearings 55, formed upon or secured to theface-plate 2. On the shaft 54 is also secured the worm 56, which drivesthe worm-gear 57, which is secured to a second worm-shaft 58, mounted inbearings or standards 59, that are formed upon or secured to a movableplate 60. The plate 60, which carries the standards 59, is preferablypivoted to the base-plate 2 by means of the screw or pivot 61. (See Fig.7.) The wormshaft 58 is provided with a worm 62, which engages the worm-wheel 16. (See Fig. 2.) The worm-wheel 16, as already stated, issecured upon the tubular shaft 14, which carries the movable hand 17.The plate 60, which carries the standard 59 of the worm-shaft 58,

is,.as already stated, pivoted upon the base 2 of the machine. A spring63 (see Fig. 2) engages the standard located at the opposite end of theplate from the pivot 61, and this spring tends to hold the plate 60 insuchposition that the worm 62 is in engagement with the worm-wheel 16. Aslide 64 is arranged to engage the end of the plate 60, the end of saidslide being inclined or beveled,as shown in Fig. 2, and the opposite endof the slide isarranged outside of' the casing and is provided-with afinger-piece 65. When it is desired to disengage the worm 62 from theworm-wheel 16, the slide 64 is pushed inward ing the legs or footings ofthe central standard or bearing 12, and the portion of the shaft 13which extends between these bear- The sleeve 49 carries the shift-.

ings 11 is made square or rectangular in cross-section. (See Figs. 3 and4.) On this rectangular part of the shaft 13, within the arch formed bythe standards 11 and the cy- "the worm threads.

- of about forty pounds.

less diameter on either side of the worm part.

The crank-lever 69, which is shown with itsv longest arm directly overthis worm, is intended to stand when at rest slightly above There arealso corresponding threads on the inner or under surface'of the end ofthe crank-lever 69. The inner end of the plunger 19 when locked inposition by the latch or bolt 31 on the hand 17 just touches the outerside of the cranklever 69, which is held against the end of the plungerby the small coiled spring 70, which is supported by thepivot-pin onwhich the lever is hung. This spring lifts the lever out of engagementwith the worm 66 as soon as the plunger is pulled out and locked. Inoperation when the plunger 19 is released, as is done when the hand 17passes over a trigger, it shoots inwardly by the tensionof the spring21'and forces the threaded end of the crank-lever 69 into the threads ofthe worm 66. It only requires a slight movement of the crank-lever tocause a perfect mesh of 'the threads; but thisslight movement of thelever causes the shorter arm of said lever which engages the outer endof the piston 71 of the signal and'brake valve 72 to force this pistoninto the body of the valve just enough to slightly unseat the valve andpermit a small amountof air-pressure from the trainpipe to rush into theexhaust-chamber 73 of f the valve 72, to which the vent or tube 74,which supplies the signal-whistle, is connected, and thewhistle beginsto sound. A puppet-valve 75 is, in fact, the real exhaust for theair-pressure for the purpose of setting the brakes. This puppet-valve(shown in detail in Fig. 8) is set to open or close at a pressure Thesignal-whistle is constructed so that it will take about all of the airreleased through the valve 72 upon the'first slight movement of theplunger 19 and the crank-lever 69, and the puppet-valve.

75 acts as a sort of gate or dam, preventing the reducedv pressure whichis released through the "alve 72 on its first slight opening fromescaping to the atmosphere except through the signal-whistle, and thisis done for the purpose of insuring the giving of a full and proper toneto the whistle during the inte'rval of signal before the setting of thebrakes occurs. The whistle continues to take all of the-air released,therefore, from the time the valve 72first opens and during the j timeit requires for the worm 66 to be car l ried along on the square portionof the shaft 13, which is constantly revolving, until the threaded rimof the worm is carried to one side or the other of the center of thearch far ;with the thread of the Worm, has caused the %worm to travellongitudinally on the shaft 19t0 drop down onto the plain shoulder 68iof the worm. On this last sudden and abirupt movement of the cranklever 69, which }is forced this additionaldistance by the pluni'ger 19and its spring21, the short arm of i the crank-lever, which is stillbearing against ;thepiston 71 0f the signal and brake-valve $72, forcesthe piston in the full length of its !travel, and this action opens thevalve 72 {Wide andthe full train-pipe pressure is released against thepuppet-valve, which opens %as the air-pressure from the trainpipe isabout seventy pounds, while the puppetfvalve is preferably set to openatany pressure above forty pounds. The air escapes ?through thepuppet-valve and, reducing the ,pressure in the train-pipe, efiects thesetting of the brakes. The signal-whistle continues to blowcontinuously; but of course after the pressure increases the whistlebecomes much 'more shrill. If the engineer or the attendant does notpull the plunger 19 out, the airpressure continues'to decrease, and whenit islowered to forty pounds the puppet-valve will close and prevent theair-pressure from being further reduced. The air-brakes be- {cometightly set upon the release of ten or made within a short space oftime, and when once the brakes are set they will remain in thatcondition until the plunger is pulled out and the pumps connected to theair-brake system are enabled by the closing of the valve 72 torestorethe air-pressureto the required standard,when the air-brakes will bereleased without any action by the engineer or without requiring the useof the engineers valve. The puppet-valve is shown in detail in Fig. 8 ofthe drawings, and itserves two purposes: first, to compel all of the airon the first slight opening of the valve 72 to go to the signalwhistle,and, second, to prevent the unnecessary waste of air-pressure in thetrain-pipe below a safe limit required for the setting of the brake andthe holding of the train in case for any reason no one is on duty torelease or restore the signal device. The construction of puppet valvewhich I have shown and which I prefer to use is as follows: The body ofthe puppet-valve is secured to the body of the valve 72 and connectswith the exhaustchamber 73. The puppet-valve body is provided with aconical seat 76, upon which the conical valve 77 is adapted to seat. 78represents the valve-stem, and 79 wings arranged inside of and forming apart of the valve 77. There are preferably four of these wings arrangedat right angles to each other, and they serve as guides for the valve. Acoilspring 80 surrounds the'valve-stem 78, bearing at one end upon thevalve 77 and at the other upon a follower 81, that is screwed into theend of the valve-body and is provided fifteen pounds of pressure if thereduction is with a central opening for the valve-stem 78 and-with aseries of perforations 82 to permit the passage of the air. A cap 83 isscrewed into the end of the valve-body and is provided with an opening84 and with a pivoted plate 85, having an opening adapted to registerwith the opening 84. By adjusting the plate 85 the opening 84 may beentirely uncovered or may betwholly or partially closed. In practice theplate 85 is adjusted so that it will let a sufficient volume of airescapefroin the puppet-valve to set the brake, and this volume may beincreased or decreased by the adjustment of said plate as desired,accordingto the number of cars in the train. By adjusting the follower81 the tension of the spring 80 may be regulated. In practice I preferto set the follower so that it will require about forty pounds ofpressure to open the puppet-valve. The details of the puppet-valve whichI have shown and described are illustrated clearly in Figs. 8 and 9 ofthe drawings. It will be understood, however, that I do not limit myselfto any particular construction of puppet-valve, as the same maybe variedin many ways without departing from my invention.

The valve-body 72 of the air-brake valve may be cast integrally with thebase-plate 2,

or it may beforined separately and secured thereto in any suitablemanner. This valvebody and the construction of the valve are shownclearly in Figs. 3 and 8 of the drawings. As here shown,the valve-bodyis provided with the two chambers 73 and 73', be-

tween which is a conical valve-seat upon which the valve 72 is adaptedto be seated by a spring 86, which surrounds the rear end of the pistonor valve-stein 71. The train-pipe 87 is connected to the valve-body 7 2and communicates directly with the chamber 73'. The valve-body isprovided with a threaded opening through which the valve may beinserted, and this opening is closed by a plug 88, having a socket 89,adapted to receive the end of the stem or piston 71. The spring 86 bearsupon the valve 72 and also against the end of the plug 88. When theplunger 19 is drawn out, the valve 72 is closed by means of the spring86, assisted by the pressure of the air in the chamber 73. As theplunger is drawn out the crank-lever 69 is also restored to its normalposition, with its end resting against the inner end of the plunger, bymeans of the spring 70, and the tripping-worm 66 is restored to itsnormal position in the center of the space between the bearings 11 11 bymeans of the springs 66', which are arranged upon the shaft 13 betweenthe sides of the worm and the bearings 11. These springs are so adjustedthat they hold the worm 66 substantially in the center of the spacebetween the bearings 11, ready to be moved in either direction on theshaft 13 when the crank-lever is engaged with the worm. If preferred,the springs 66 may be so adjusted as to cause the worm 66 to standnormally slightly at either of the valve-body 72.

side of the center of the space between the bearings 1 1, thereby increasing or decreasing the time of contact of the end of the lever 69with said worm, and thereby regulating the time that the whistle will besounded before the air-valve 72 is opened wide to permit the setting ofthe brakes. If the plunger 19 is released while the locomotive or trainis standin g still, then the lever 69 will onlybe forced down into thethreads of the worm 66, but this slight movement will cause the valve 72to open sufficienth to blow the signal-whistle as long as the valve isthus held open and the train-pipe is charged with air under pressure.The brakes are not set, however, unless the train is moving and the worm66 is carried by the rotation of the shaft 13from under the y 7 suitableconstruction, and it is preferably arranged within the casing andsecured to the base-plate 2. An opening may be formed in the wall of thecasing opposite the whistle to permit the escape of the air passingthrough the whistle to the atmosphere.

The crank-lever 69, heretofore described, is preferably pivoted bya pin91 in the lugs 92, which are preferably cast on the upper edge Thespring 70 is arranged on the pin 91 and engages the lever 69 and holdsthe end of the lever against the end of the plunger 19.

The mechanism already described constitutes the train-order-signal andair-brake-setting mechanism. It is found, however, to be desirable toprovide in connection with this mechanism a disorder-signal that willshow whenever the train-order signal has gotten out of order or whenanything has happened machine herein shown and described I have shown animproved construction of the disorder-signal, which renders the-sameabsolutely certain and positive.

To the chamber 73' of the air-brake valve there is connected a smalltube 100, which carries the air under pressure to the tube 101 and whichconnects at the end 102 with the disorder-alarm valve 103, and at theother end 104 it connects with the common chamber 106 of the twin valves105. In the chamber 106 there are two reciprocating valve stems orpistons 107, which carry the valves 105. The ends of these valve-stemspass ends are adapted to entersock'elsin the plugs 108, that arescrewedinto the threaded opene' ings in the valve-body. Each of saidvalvestemsi's provided with a suitable spring1109". The valve-body isprovided with a suitable a seat 105' for each valve105, andtubes 110conthe valves from the chamber 106. 22nd 6.) The tubesalso connect withthe piston -cylinders 111'.

are actuated alternately by pulsations ofair- 106 by the alternatemovementof the valves 105.

short arms of'the crank-levers engage the ends ofthe valve-stems 107 andthe long'arms' ofthe levers ride upon and'are operated by the cams 115,which are secured to and are driven by the shaft 54. These camsareoppositely placed upon the shafts 54",,so thatthey have analternating action upon the,

valve-stem. Each crank 112 is preferably provided with a screw 116,which-bears'upon' the surface of the cam (see Fig. 6)-and by means ofwhich the throw of thelever and'tlie I movement of the valve-stem andValve may be adjusted. It will be observed from the shape of the cams115 that there will be ashort interval'of time ineach half-revolution ofthe shaft 54,andtherefore of the cams,- when both of the valves 105 willbeclosed-thatis to say, the crank-levers will be free-from'the outerends of the valve-stems. This ar'-- rangement is made in order toprevent the stoppage of the main signal-operating parts at any point andleaving both of the valves partly open and preventing the return of thecylinder-piston to cause the disorder-alarm to be given. Each of thecylinders 111' is provided with a piston 11? and with a pistonrod 118,extending through the end of the cylinder opposite that to which thetube 110" is connected, and a spring 119 is provided in each cylinder.surroundingthe piston-rod 1'18 and bearing upon the piston.

rod 118. The function of the spring 119 is to force the piston in whenthe pressure iswanting or is too weak to compress the spring" and istherefore too weak to hold the button 120 on the outer ends of thepiston-rods from opening the disorder-alarmvalve, as'herei'n afterdescribed. The disorder-alarm valve is located at one side of thecylinder 111 and consists of a valve 103, that is arranged toreciprocatein the valvechamber 103. (SeeFigz 2; Asbefore stated, thetube 101 is connected 'beseated' at either'exndthereofi 103' is provided:with a valve-stem 121, that.

=a button rod123; one endof th'esprin'g bearing against 7 the button125- and the other against the ,staudard'1 24: A tube 127 is connectedto These cylinders are alikein construction and operation, but" Thevalves 105 are operated by the crank-levers 112 which arepivoted on thepin 113, having hearings in lugs 114', which" are preferably cast uponthe body contaihing the valve-chamber 106. (See Fig; 6.): The

'nec'teddirectly tothechamber 73, that isin {direct communication withthe train-pipe.

A button 120' is provided on theouter end of each piston- 6" p r was? inthe valive chamber 103 and" is adapted to. The valve passes through theend of the valve-chamber and is provided: with the cross-head 122,Forming a continuation of the valve-stem 121 is the rod 123, whichpasses through'a nectwith the valve-body on the other side of (SeeFigs;

standard-124mm isprovidedat its end with A spring 126 surroundsthe thevalve=cliamher 1'03 the opposite end'of the chamber from that'at whichthe pipe 101 ;is connected; and the tube 127 is connected fto' thedisorder-whistle-128.

[tiwillhe' seenthat the air in the tube 100,

iinthe tube 101, and in the valve-chamber 103Ti's :always under the samepressure'as the airin t-hetrain-pipe, these parts bei'ngcon- As each ofthe valves 105 is opened by the rotation ofthe shaftcarrying the cams115,

the air passes through the tube 110 tothe corresponding cylinder 111 andforces back the piston 117' against the tension of the a spring 1 19,andtherebymovesthe button'120 away from the cross-head 122'. When thevalve 105 closes, theair in the corresponding cylihderis forced out ofthecylinder by the 'force of-the spring 119i Provisionis made i forthelea'king'or slow escape of the air from thecylinder as saidspringexpands. For this purpose I may provide a'small hole 129 in eachof the" tubes 110, or I may permit a slight leakage of'air around eachvalve-stem 110. The va1ve'103 will stand normally in theposition shownin Fig. 2 of'the drawings,

'beingsea'ted at theend'of the va1ve-chamber which has the connectionwith the disorder alarm. This valvewill be held normally in thisposition by'a spring 126 and" the force of the air-pressure upont'he'opposite end of the valve.- Whenone'ofthe valves 105 isopened, asbefore stated, the-compressed air passing through thetube110'and'entering'the correspon'dingcyli'nder 111 forces the piston 117back in the cylinder, compresses the spring 119=and moves the button 120as far as possible from the cross-head 1'22; Asshown in Fig. 4 ofthedrawings, this cross-head is adapted to be engaged by either of thebuttons 120. .Upon theclosi'ng'of the valve 105, as before stated, theair is forced slowly out from the cylinderlll, escaping through theopening 129 or around the valve-stem 107. The piston 117- travels alongin the cylinder, and if the pressure is not restored in the cylinder bytheopening of the valve 105 the button 120 upon the piston-rod comes incontact withthe cross-head 122 and moving said cross-head u'nseats thevalve 103. The air immediately passes around said valve and' ordersignal or alarm.- If the locomotive or train is running, before thepiston 117. travels far enough to bring the button 120 intocontaet withthe cross-head 122 the valve 105 will be again opened and the airreentering the cylinder will force back the piston. Either one of thepistons may move the cross-head 122, and thereby unseat the valve 103. 1So long, however, as the engine or train is running, except at a verylow speed, the valves 105 will be opened in quick succession, and thepiston 117 will be held back in the cylinders with the piston-rodsprojecting from the cylinders substantially their full length, andbefore either piston can travel far enough to cause the operation of thedisorder-signal the valve will have opened again and the piston will beagain forced back in the cylinder. The springs 119 in the cylinders 111are strong enough, either one of them, to overcome the spring 126 of thealarm-valve stem 121 and also the pressure of the air against the valve103 and to move the valve 103 the full length of its stroke. It requiresin practicefrom forty to fifty pounds of pressure to force thecylinderpistons out the full distance they may travel. The normalposition of the valve 103 is that shown in Fig. 2 of the drawings, Whereit is represented as seated at the right-hand end of the valve-chamber,and thereby closing the pipe leading to the disorder-alarm whistle. Whenone of the buttons 120 engages the cross-head 122 and moves saidcross-head, the valve 103 immediately becomes unseated at that end ofthe valve-chamber, and as it travels along in the valve-chamber very.

slowly the air which is admitted to the valvechamber through the tube101 under full pressure passes around the valve 103, through the groovesor ducts in the body thereof, and enters the tube 127 and passes to thedisortier-ala m whistle 128. When the valve 103 has been moved the fulllength of the valve chamber by the action of the button 120, the air isshut off from the disorder-alarm whistle by the final seating of thevalve 103 at the other end of the valve-chamber. The disorder-alarmwhistle therefore only sounds during the interval of time required forthe valve 103 to open and close, as just described, and the doubleseating of this is rendered necessary in order to withhold the alarmwhen everything is working right or working at all, and also to shut offthe alarm after it has been sounded long enough to give the desiredwarning. The disorder-alarm whistle, for convenience, is here shown assecured to the body of the brake-valve, and its sound is heard through asmall opening made in the metal casing which incloses the device.

I prefer to provide a bracket 122', (see Fig. 2,) arranged in suchposition that the cross head 122, attached to the valvestem 121, slideson saidbracket. This bracket affords a bearing for the cross-head andfor the valvestem for the purpose of steadying the movement of the valveand causing it to be seated perfectly at the end of its movement. The

such reservoir were not used. voirs were not used, the disorder-alarmbracket also prevents the cross-head from turning or cramping in itstravel, and by this means the valve-stem is caused to move out and infreely without binding.

The introduction of the twin valves 105 makes it necessary to employ aseparate cylinder for each of the valves. ll/Iuch better results areobtained from this double arrangement than from the single-valve deviceof my patent of January 3, 1899. It is not very likely that both of thevalves 105 or both of the cylinders 111 will ever fail, if they do atall, at the same time. If one valve or one cylinder should fail and theother one be in working order, the one valve and its cylinder willoperate the disorder alarm signal in case of a failure of the mainsignal device, unless the train is moving so slowly that its movementcan scarcely be noticed. noted that reciprocating valves are usedthroughout the device and that the air-pres sure is utilized to assistthe springs in seating the valves. When the valves are once caused toseat tightly, there is practically no wear upon them and there is littlechance of theirbecomingleaky. In operating the valves I employcrank-levers to force the valves back against the pressure of theirspring and the air and hold them there until the object of theirworkings has been attained, and

then they are allowed to close themselves.

The leverage of the crank-levers is generally about two to one, whichpermits of providing the valve-stems with strong springs to insurepositive seating.

I have also found it desirable to provide an auxiliary reservoir inconnection with each of the cylinders 111, which has practically thesame effect in the operation of the device as the use of largercylinders would have. For this purpose I provide two reservoirs 129 inthe rear of the base-plate 2 of the machine, and I connect one reservoirto each cylinder by means of a pipe 130. These reservoirs are preferablyformed in a supple.- mental base placed in the rear of the baseplate 2and consisting of a circular casting divided by a partition 131. Ifpreferred, a sheetmetal reservoir might be placed in each half of thesupplemental base and each con- 'nected to one of the pipes 130. Each ofthese reservoirs holds, for instance, thirty times the amount of airthat either of the cylinders contains, and being directly connected withthe cylinders when the valves 105 are operated the compressed air fillsboth the cylinders and their respective reservoirs and at the same timemoves out the cylinder-pistons. The practiealeffeet from the addition ofthese reservoirs is the same as increasing about thirty times the sizeof the cylinders 111, and it therefore takes a much longer time to forcethe air out of the cylinders when the reservoirs are connected to themthan it would if If the reserwhistle would probably be sounded with cyl-It will be IIO inders of the size of those shown in the accompanyingdrawings nearly all of the time when the speed of the train was lessthaneight or ten miles an hour, as the cylinders are not large enough tohold a suflicient volu me of air to prevent the exhausting of the airfrom the cylinders by the action of'the springs 119 in a less time thanthe intervals or pulsations through the operation of the valves 105bythe alternating action of the cams. With the addition of thereservoirs connected to the cylinders the air cannot be exhausted fromthe cylinders between the periods of the opening of the valves even ifthe train is running at a. slow rate ofspeed, as frequently occurs whenstarting out from astation or climbing steep grades.

For the purpose of shifting the sleeve 49 and the gears 51 and 52,carried thereby, so as to change the direction of travel of the handwhen desired, I provide a rod131,

which passes through'the bearing 47in front of the shaft 13. On theinner end of the rod 131 is a yoke 132, which engages a groove in thehub of thegear 51. A spring133 s'u'rrounds the rod 131 and bears at oneend against the bearing 47 and at the other against the yoke 132, andthis spring tends to hold the gear 51 at all times in engagement withthe gear 53. A latch 134 is arranged in connection with the outer end ofthe rod 131,

and said rod is also provided with a knob 135. When it is desired toshift the direction of travel of the hand, the engineer pulls out theknob 135 against the tension of the spring until the hub of themitergear 51 strikes against the collar 48, which measures A thedistance the miter and sleeve must be mouthpiece.

shifted to free the gear 51 from the gear 53 and to bring the gear 52into mesh with the gear 53.- The parts are locked in this position bythe latch 134, which is dropped behind the shoulder of the knob, asindicated by dotted lines in Fig. 5. By lifting the latch 134 the spring133 will automatically shift the parts back to the position shown inFig. 4 of the drawings. When it is desired to set the hand back to zero,as at the beginning of a run, the worm 62 is forced out of engagementwith the worm-wheel 16 by the means already described, and the hand maythen be turned freely in either direction.

The oil-reservoir 136 is similar to that shown and described in mypatent of January 3, 1899, being provided with a mouthpiece for fillingand with ascrew-cap for covering said From this reservoir I carry a tube137 to the end or the driving-shaft 13 and another tube 139 to the endof the wormshaft 62. These shafts when the machine is which. requirelubricating.

For connecting the shaft 13 with the driving or running gears ofa'locomotive or car,

I employafsi milar arrangement to that'shown in my patent-of January 3,1899, except that back in the cab and extending from the, machine to thepulley placed above the axle from which the device is operated I use anordinary flexible coiled shaft 140, placed in a tube 141', which may be.bent at whatever angle may be required-to-make the connection. Thesignal'device requires so little power to operate its working parts thata coiled shaft may be used-with safety, and I thereby avoid usingseveral'knuckles or beveled gears in making the connection. The shaft140 is provided with a worm 142, that engages a worm-gear on ashortshaft 143, carrying a pulley 144; Said shaftis suitably 'mounted on theengine-frame and a split or halved pulley145 is clamped upon the axlejust inside of the truck. A belt" 147 runs from the pulley 145 tothepulley 144.

The graduations and figures on the small dial indicate mileage, as in myother patents,

but these graduations and figures are here int'ended'to be used only forsetting the triggers and not to read the indicated travel of the train.The hand in the present device does not point to or indicate thedistance on the small dial, because it revolves over this dial, andtherefore obscures two or three of the graduations which happen to beunder neath. The engineerwill read the indicated mileage from the largedial, to which the hand at all times points directly, and he will do sono matter whether he is traveling over the first, second, or thirdhundred miles of his run. Thisis no inconvenienceand cannot lead to anyconfusion-or mistake, as the engineerknows at all times whether he is inthe first, second, or third hundred miles of his run.

It will be noticed that plugs or nipples are shown in all of the valves,and their purpose is to facilitate the proper boring out of the valvechambers and the assembling of the valve parts and the connecting of theairtubes, and also to aiford guides forthe valve stems or plungers tosteady their motion, so as to give them the same seating every time theyare operated.

a The body for the air-brake valve may be cast integrally with thebase-plate 2 in order to facilitate cheap, rapid, and accuratemanufacture, and to render impossible in making connections with thetrain-pipe to break, loosen, or injure the valve or its fastenings byuse of the pipe-Wrenches or by other means.

I deem it unnecessary to point out in detail the operation of themachine as a whole, as thecomplete operation will be readily understoodby those skilled in the art from the foregoing detail description of theconstructionand operation of the parts of the mechanism.

- It will be understood that I do not limit myself to the details of theconstruction herein shown and described, and it will be obvious thatmany'of the parts may-be modified Patent 1 or equivalents substitutedtherefor-without departing from'my invention. l 1

Having thus described my invention, I

claim as new and desire to secure by Letters 1. In a train-order signal,the combination, with a movable hand, andineans for moving said hand,ofthe graduated dials over which said hand travels, the seriesof'triggers arranged between said dials and adapted to: be

engaged with the edge of the outer dial, anda signal-releasingbolt orcatch carried by said hand and adapted to be operated by the pas-' sageof said hand over any trigger that is in engagement with the edge of thedial, substantially as described.

2. In a train-order signal, the combination, with a movable plunger bywhich the signal is brought into operation, a traveling hand, and alatch or bolt upon said hand adapted to engage said plunger and hold thesameout of operation, for the purpose set forth.

3. In a train-order signal, the combination, with the movable plunger 19and its operat-' ing-spring 21, of the movable hand provided with acatch or bolt adapted to engage said plunger, and hold it from movementagainst the tension of saidspring while saidhand is moving, for thepurpose set forth.

4. In a train-order signal, the combination with the movable plunger 19and its operating-spring 21, of the movable hand,'the dials, means formoving said hand over said dials, and a catch or bolt carried bysaidhand and adapted to engage and hold. said plunger While said hand isbeing moved over said dial,

to operate said mechanism, and a catch or bolt carried by said hand andadapted to engage and hold said plunger, for the purpose set forth.

6. In a train-order signal, the combination, with the dials 5 and 7, ofthemovable hand and the series of triggers arranged between said dialand adapted to be engaged with the edge of one of said dials, for thepurpose set forth.

7. In a train-order signal, the combination, with the dials 5 and 7, ofthe series of pivoted dogs arranged between said dials, asignalreleasing device, a movable hand by which said signal-releasingdevice is carried, and means for causing said signal-releasing device tobe operated whenever said hand passes over a trigger that is inengagement with one of said dials, for the purpose set forth.

carried bysaid hand andadapted to engage said plunger and to hold thesame while said hand is being moved, for the purpose set forth. 9. In atrain-order signal, the combination,

with the casing, the central standard and the rotating hollow shaft 14,of the dial 5 secured to. the front. of the casing, the ringor hollowstandard 6 arranged upon said dial, andthe dial 7 arranged upon saidring,and means for securingsaid dials and rings to the casing, for thepurpose set forth. 7

10. The combination, with the hollow central standard 12, the plungermounted in said standard, the signal-releasing valve adapted to beoperated by said plunger, .1. spring for moving said plunger, and meansfor holding and releasing said plunger, for the purpose set forth. I

a 11. In a train-order signal,the combination, with the dial 7 of theshoes 34 pivoted upon the back side of said valve, the spring-actuatedtriggers mounted upon said shoes, provided with the lugs 39 and with theloops 41, substantially as described.

12. In a train-order signal,the combination,

ings and adapted to move in said slot, a spring engaging said triggers,and a lug 39 carried by said trigger and adapted to engage said dial,for the purpose set forth.

13. The combination, with the dial 7 and the pivoted shoe 34, of thetrigger 38 having the loop 41 provided with sharp edges for the purposeset forth.

14. In atrain-order signal,the combination, with the movable hand 17, ofthe sliding bolt 31 provided with the double lug 42 having the doubleinclined surface 43 and the in clined surface 44, substantially asdescribed. 15. Thecombination, with the hand 17, of the sliding bolt 31mounted in bearings upon said hand, the button 33 upon said bolt, andthe spring 35 engaging said bolt, for the purpose set forth.

16. Inatrain-ordersignal,thecombination,

with a valve controlling the escape-of air from the train-pipe to anexhaust-chamber, of' a puppet-valve, and a signal-whistle, bothconnected to said exhaust-chamber, and means for operating said valve,whereby when said valve is partially opened the air entering saidchamber from the train-pipe will pass to and will operate said signal,and when said valve is fully opened said puppet-valve will open,

permitting the escape of air throughsaid valve, the reduction ofpressure in the trainpipe and thereby the setting of the trainbrakes,substantially as described.

1 17. The combination, with the exhaustchamber, of the puppet-valveprovided with the adjustable follower 81, having the openings 82, thecap 83 provided with the opening -84,'and the adjustable plate 85, forthe purpose set forth.

IIO

'- I SQ'LIn atrain -o rdersignal,thecombination,gl alar n or signal,andjindependent pneu-mat- .nal, with the air-valve and the lever for'mov- 69 engaging, said valve, and provided with; a v seriesofworm-grooves, theplunger 19 pro? vided with the spring 21'adapted tomove with-the airvalve 7 2 of the bell-crankwl'ever; '69" gagi S d; e anthe z ia l plungeiyengaging said levnfand meansjfong' permitting first:a pa'l fltial' openiug and, therr a comp pose 'setl forth -.,with thetrain I and}the-movablevalv ej 72,.of the whistle con gagi ng saidflva'lv tiallyopeningsa di 7 opening it,iforI-the" Purp se setfQrthL 15 3with; mean-va ve, and the lever. for movi g? jsaid valve,' provided witha series ofwormworm'yfo r the purpose set forth and thespring556-arranged upon said shaft upon op'positejsid'es' of nal,wit'hthedriving-shaft 13, of themovable let e jopeni'n g of; said valve,'for-theJpl r iforde r signal thelc om bi nation pipe, theexhaustechamber neeted'to said e'Xhaust-ohambena lever en...

Mv a t m omp1 1- '20 1 Inatraineor'dersignahthe combination,

grooves, of the shaft, :the worm 6 6 slidabl'yc mounted upon said shaft,and meansfor forcmg said leverfintoengagement wit-hsaid 21..Thecombination, in a"train-.order sig' ing said valve, provided withaseries ofworm-i grooves, of the movab'leworm 66, nd means for forcing'said'lever into engagementiwith' said worm, for thepurpose set forth, s

the worm 66 slidably mounted upon saidshaft,

said worm, for' the purpose s'e'tforth: y 1 u p 23. .Thecom'bination, ina train-order sig nal, with the air-valve72,-of the pivoted lever] saidplunger into contact with said lever, the worm 66 slidably mounted uponthe driving! shaft l3,and suitable springs for holdingsaid wormnoi mallyin a central position on said; lever, and means for holdingand'releasing said plunger, whereby as said plunger is moved by itsspring said air-valve will'be slightly opened and said lever will bebrought ashort interval said worm will move from the engagement withsaid' lever and permit said valve to be farther opened, for the pur-vpose set forth. e

24. In a train-order signal,the combination, with the movable hand, thehollow-shaft 14 and the worm .16, of the worm-shaft 58 en gaging saidworm-wheel, and movable bearings in which said worm-shaft is mounted,substantiall'y, as described. p 25. The combination, in a train-ordersigsleeve 49 secured'upon said driving-shaft by a spline or feather andslidable thereon, the I yoke 132 engaging said sleeve, the gears '51 iand 52 mounted upon said sleeve and adapted to engage the gear 53, andmeans for-moving said yoke, for the purpose set forth.

26. In a train-order signal,the combination,

with the driving mechanism, of adisorder .ismy" substantially o pa'dlsorder" alarm or I of said shaft. 7 into engagement with said worm,and'after icallycontr olled "fau l onlatio' con nectijo'ns that peventthe.operation f said [sign a1- except u pen" t e: stoppage ofcribed; a

'itha driving shaft,

oficjontrolh'n'g members cith'ei .aoneqof which a alfl re th'er..ie inbr' e s d w? op a ai a {disorder alarmor signaljon [the stopping of.saidshaffl 29. p The combination', with a driving-shaft, ofxadisorderalarm orsignal, a plnr ali'tyof {pneumaticcylinders provided withpistons, iautom'atic means for'oper'atingsaid"alarm'by {the movement ofeither of said pistbnsjand valves controlled by-the "movement" of i said:shaft and controlling the admission Oran to Qsaid cylinders, for thep'urp'oseset forth j i 30. 'Thecombination, with adriving-shaft, I -of'a disorder alarm or signal, a pneumatic 22. The combin ation, .withtheair valvew and its" operating-lever 69, of. the shaft 113controllingcylinder, and an auxiliary or-storrage reservoir in openconnection with? said cylindergforthe purpose set forth," 1'} r 1 v31.;&The1 combination, with the disorderalarm, lof thecontrolling-cylinders 1 provided *withfpis'tons 117,"pi'ston rods 118andsprings 11%, the movementof saidrods adapted to .operatesaid' alarm, of;the "twin valves con -:trolling admission of airto saidcylinders,

and means for operating said. valves; y

. 32. The combination, with a driving-shaft,

of a disorder alarm or-signal, apluralityof pneu maticcylinderscontrolling the operation of said alarm, twin valves periodically oper-.ated by said shaft an'd'controlling the admission of air to saidcylinders, and means for forcing the air from said cylinders andoperating said disorder-alarm upon the stopping 33. The combination, adriving-shaft,

. of a disorder-alarm,a"valve controlling said alarm, a plurality ofpneumatic cylinders, having pistons either of which is adapted to,operate said valve, springs for moving said pistons and therebyoperating saidvalve, and means operated by said shaft and controllingthe admission of airto said cylinders to limit the movement of saidpistons.

"set forth; X

operation of "said-disorder alarmor si na 1 m t pping Q 18a ts? i'didriving m echan-.

34'. The combination, with the disorderalarm, and thecontrolling-cylinders 111, of

Intestimony whereof I have hereunto set I my hand this 19th day ofJanuary, 1900. i

5 HARRY DE WALLACE. .In presence of FRANCIS N. FITCH, LUOILLE R. BARON.

